These are some notes to give either additional information, correcting errors, or adding updates to the selection of books on DMUs available.

If you have any additional data, drop me a note and I can add to these pages. Similarly, if you disagree with anything that is said, please contact me.

Jump to:

BR First-Generation Diesel Railbuses - Evan Green-Hughes

Page 65 The Aviemore-Elgin service was introduced on 2 November 1958, not March 1959. Date from the introduction leaflet and confirmed by contemporary magazine reports such as p393 of the December 1958 Railway Observer.

Page 70 Second image, M79970. This should be Sc79970, the vehicle was never a London Midland Region vehicle. The assumption of the vehicle number is likely correct as it is one of the two vehicles with the top lamp and 79974 is believed to have never worked this service. The date is wrong, as 1) the railbuses were not introduced to the service until November 1958, 2) the vehicle was not delivered until February 1959.

Page 71 Second image, 79970. Wrong date - same reasons as above.

Page 74 SC79968 photo - this is Ayr depot, not Cowlairs. A view with the same background can be found in the RCTS Digital Archive of W79976 by MJ Burnett, ref MJB0241C.

BR First Generation DMUs - Hugh Longworth

Page 187, third image: the year should be 1988. See this image on flickr.

British Rail DMUs and Diesel Railcars - Brian Morrison

This is an excellent collection of DMU pictures, one of the best yet published, albeit all in B/W.

These pages has been compiled from input by the Dean Forest DMU Group, Edwin Knorn, Simon Stevens, Keith Grimes and the Swindon Diesel Preservation Society.

Type codes: A - additional information; E - error; U - update

Page	Picture	Type	Comments
9	bottom	A	Clearly visible in this picture is the sanding gear on the driving (inner) axles. This was only fitted to the West Riding sets.
10	all	A	Note that by this time strengthening bars had been fitted to the inner windscreens as per the West Cumberland sets.
11	notes	E	79647 was converted in 1957.
11, 12, 13	bottom, middle, middle	A	Compare the whiskers. All are very different!
13	top	A/E?	Note that unusually the lion/wheel emblem has also been applied to the trailers. These sets would include a DMS rather than a second DMC, and 79150 would be in the set rather than 79509.
16	middle	A	Note that the vent has also been plated over, and that unusually there is a windscreen wiper on the second man's side.
19	bottom	E	A misleading description, it is only the first class area on DTCs that had 2+2 seating. This picture is of one of the later batches. All the 'lightweight' cars had the 2+3 seating in the centre saloons on the reverse side from the later cars.
21	middle	A	This is one of three pictures with a different lining arrangement.
21	bottom	A	Compare the whiskers with the picture above. Also note the centre lamp bracket, as on p22 middle.
22	middle	A/E	The two batches had the same 'density' of seating. The DMBSs for the LMR had 52 seats, and the ER ones 56. The difference was in the size of the guards van, allowing an extra row of seats.
23-5		A	Although the text describes the use of these units on the Edinburgh - Glasgow route, the selection of the photographs is very unbalanced. The majority of the pics are from the WR, with only one from the ScR where the units spent most or all of their working lives. This is also the only pic showing the normal two power car + two trailer + two power car formation, and there is no comment on it, or the lack of electrical connectors on the full cab ends, anywhere in the text.
23	notes	A/E	The E&G Swindons were not displaced by other DMUs, although other sets were known to operate the services over the years. They were not displaced until May 1971. 79088, 79168, 79470 and 79479 surviving for many years more, moving to Ayr to work with the later 126s. 79441 was sponsored by a distiller and became "Glenfiddich" at the Strathspey Railway after some main line jaunts as hauled stock, including a trip to London. The kitchen car at the NYMR, 79443 was not used as a camping coach (they were 59098/9 from the later batch) but as a static buffet. All three were at Goathland.
23	middle	A	Note that there is no handrails on the cab and no emblem applied.
23	bottom	E	The WR trailer allocation was 2 buffets and 4 TFKs.
24	bottom	A/E?	There has never been any proof that the air problem was ever rectified. For the train to be a failure, both engines on the car would have to be out of use. This would leave just six engines for a 6-car set, and for an Inter-City service this would be more of a problem than no horns!
24	middle left	E	79155 was never a Western Region vehicle.
30	top	A/E	79901 is leading. 79900 was built with seating for 61, a later alteration reduced it to 52 as 79901.
31	middle	A	The water pipes originally on the front end was the filler pipes and vent/overflow pipes (which indicated the roof coolant tank was full when filling). Problems with these roof mounted header tanks saw the standard cooling system adopted, and so the removal of the cab water pipes. When Iris was converted, the filler pipe put onto the front end was for the roof mounted water tank for toilet/washing facilities.
34	notes	A	These cars had one flat and one curved buffer, for use when coupling in tandem, the only railbuses which could be coupled and operated together.
35	bottom	E	Typo - Keighley
37	notes	E	This 4-wheeled vehicle does not have bogies.
39	top	A	Note this vehicle still retains the 'M' prefix
44	notes	E/U	The last passenger car, 53355, spent its last years operating from Newton Heath. 50341 is now scrapped. 51118 now at MRC along with 56097. 56317 has been at Sutton Hall, Rochford for a few years now.
47	top	A	Note the small sized numbers and the 'G' painted on the blue square.
50	notes	E	I have never found any proof that 50290 - 2 and 50745 - 7 were ever actually fitted with Rolls Royce engines. They are show as thus in ABCs from new as Eastern vehicles until the 1970 edition when 50290 - 2 are shown as AEC engined and now ScR vehicles, no change on 50745 - 7. I don't have the 1971 edition but the same changes are made to 50745 - 7 in the 1972 edition. All were actually transferred to the ScR in 3/66.
50	bottom	E	This DMCL is not E50170 as it is displaying a twin describer and operating in a 3-car set, E50170 had a 4 lamp front and would have been a 4-car set at this date. There are no whiskers on the cab front.
51	bottom	A/E	The centre car is actually still green, and has a yellow stripe denoting first class, which was extremely rare. The rear vehicle's roof is more likely a shade of light grey. This version of the 'corporate blue' is the second incarnation, with a fuller yellow panel.
52	middle	E	The headcode boxes on this car are wound to blank, not plated over.
52	bottom	E	56393 had 53 2nd class seats.
55	top	E	If this is a 4-car and a 3-car, it cannot be a DTCL leading, and exhaust pipes are visible at the rear of the first vehicle, which is a DMBS.
56	top	A	Note the differing heights of the grey panels.
56	middle right	A/E	E59527 was not downgraded upon refurbishment. It was downgraded when West Yorkshire changed all local services to second class only around January 1983. The bottom edge of the first class stripe is evident under the newly painted blue over the ex-first area. Also the brown first class moquette is visible through the window. Note how the top of the grey area dips slightly above the small window in the centre section. The 'environmental ventilator' is the heater intake, which was originally taken from an intake in an interior vestibule, and was resited during refurbishment to avoid recycling fume laden air.
59	top	E	The leading vehicle is clearly not a DMBS, although the second is. Also the bottom pic on page 58 shows that 51441 was a parcels car by that date. Leading is probably DTC 54384.
59	2nd	E	53176 was a DMSL at this time.
59	3rd	E	53155 was a DMBC at this time (curtains are evident in the front saloon).
60	3rd	E	The trailers are now DTSLs. The former first class on these Regional Railways sets were reseated with second/standard seats at the same time as the new livery was applied.
60	bottom	A/E	The trailer was now a DTSL, as above. The cars will have lost their roof vents when asbestos stripped at Derby Works. Most units had new interior side paneling fitted at the same time, a creamy beige colour. The paneling on the draught screens usually retained the original laminate. The single roof vent was of a revised type, as fitted to air conditioned Mark 2 vehicles.
61	top	E	M53338 is a DMC not DTC
61	3rd	A	53266 still retains the RETB antenna on the cab front (next to the destination blind), as fitted by early 1986 to allow use on the East Suffolk line.
64	top	E	The livery was actually green and cream, as LNER Tourist Stock.
64	2nd	A/E	The livery is in shades of blue, but not Caledonian Blue. This vehicle also still retains the East Suffolk antenna.
65		A	There is no reference to the sets being built at the premises of the associated company Crossley at Ashburys, in Manchester.
65	top	E	First class had 16 seats.
66	top	E	The only WR allocated sets were the two twins shuffled around various WR depots circa 1971/72 – they wouldn’t have been so prefixed whilst green (and even if they had, why would they be at Watford?)
68	top	A	There is also a Class 108 behind the Class 128.
68	3rd	E	The second unit is a 2-car 101, with the livery application differing between the vehicles.
69	bottom	E	The livery was red & cream. P200 was its Laira set number.
70	notes	E	59132-87 TCLs are not listed. There were 302 Class 104 cars. Every original TSL (Class 160) had 69 seats, and all had the luggage racks. There is doubts over whether 104s carried DMU ('malachite') or Brunswick green when new. When declassified the seating in 59132-87 was 66.
71	top	E	The leading car is not a DTCL. 4-car sets were formed DMCL/TBSL/TSL/DMCL, and no DTCL ever had a radiator, and shouldn't have an emblem. Also 56178 was a Midland car.
72	bottom	A	The Blackpool stripe also denoted that the vehicle had improved suspension.
73	bottom	E	The vehicle next to the Class 25 is a DMBS, so cannot be 50528/53528 (a DMCL)
74	middle	A/E?	50429 would originally have had a roof lamp, not the two above the buffers.
75	bottom	A	In case it is interpreted wrong, DHMS did not stand for Downgraded Half-Motor Second, but Driving Half-Motor Second.
76	top	A/E	The roofs were not recovered, just the holes where the vents were plated over. This was done during asbestos removal.
77	top	E	53520 was a DMCL. Was the number mixed with the centre picture, making it 53540?
77	middle	E	53540 was a DMBS. Was the number mixed with the top picture, making it 53520?
78	middle	A	The second vehicle appears to be a Class 108 car.
79	notes	E	The 106s were allocated to the NER, so it wasn't them that started life on the M&GN.
80	top	E	These are Class 112 vehicles, not 105.
80	middle	A	Number 1 is not indicated in the picture. It is the black panel to the left of the drivers windscreen.
82	3rd	E / A	The toplights don't appear open, it’s just the twin upright channels in them, looking ‘run together’ by the angle of the shot. It was not unknown for DMU windows to be opened fully in winter months by seasoned DMU travellers due to the Smiths heaters ingesting leaves or paper. This usually had the effect of rapidly filling the entire coach with noxious thick black smoke. Keith Grimes notes - "I experienced this several times; one winters day, whilst driving a 115 between Denham Golf Club and Gerrards Cross and as we passed over the M25 car park, it happened so suddenly it was as though somebody had just drawn a complete set of black-out curtains around the cab, I pulled my drop-light window down, took a breath of fresh air, leant over and fumbled for the heaters off switch and then pulled the connecting door open – intent on shouting to the passengers that there was no cause for alarm, and not to “pull the cord” but open the windows fully. But before I could say a word, I could see through the clearing smoke that the seasoned travellers had already stood up, nonchalantly opened the windows and sat down again to continue reading their newspapers completely unflustered! I was lost for words!"
82	bottom	A/E	This is not 56142, but could be 56412. This car, with split describer and no roof mounted headlamp was from the 4th batch. All DTCs, including the five LMR cars 56145-9 had 51 2nd class seats. All DTCs higher than 56412 weighed 24 tons.
83	top	A	It was notable that 56425 was outshopped as late as 1978 still with the headcode box intact.
83	bottom	E?	It is very unlikely that the roof were silver and blue, but would be differing shades of grey.
85	3rd	A	This type of damage is often seen on DMUs, caused by an unsecured air hose on the rear cab hitting objects on the track and flying upwards on to the cab end. See the picture below for similar damage.
87	2nd	A/E	This was not a 'Pullman'-style corridor (these were only fitted to Class 123/4/6), but the usual DMU bellows connection. The overflow pipe is more commonly referred to as the filler pipe, although is does have the dual purpose. There is no mention in the section of the exhausts originally being routed through the interior of the vehicle to emerge through the roof, rather than the altered position shown here.
88	notes	A/E	They were low density, as mentioned in the first picture. Some 107s had rubber-mounted windows without external aluminium frames.
90	top	E	The current route to Paisley Canal is still the same, although the new station is a few hundred yards closer down the line towards Glasgow.
91	top	E	This lavatory arrangement was not unusual. All 57' DMU stock except DMBS vehicles had lavatories, so 3-car sets of Classes 101/4/5/8/10/1 would all have a similar arrangement.
91	middle	E	The caption implies that the 107s did not appear in the Strathclyde colours until after this date. They first received it around 1984/5.
93	right	A	External differences between the Class 107 and 108s was the levels of the side windows, and the arrangement of the van doors/windows. The Class differed from 107s in the bodyside profile. 107s are flat-sided in the window area whereas 108s are curved from solebar to cantrail level (like Mk I coaches).
94	top	E	The lighting/heating control box is actually the EP valves which control the gears/throttle/final drives.
95	bottom	E	The headcode has not been plated but wound to blank.
96	top	E	It wasn't Marylebone but Allerton 115's.
96	middle	E	The centre car is a Class 104 TCL not a Class 108.
96	bottom	A	While the period of application of this livery was 'short-lived', it appeared in 1974 (the prototype refurbished 101) and the last car to carry it was didn't lose it until Spring 1984.
97	top	E	This is a Class 114 set. There is only one first class compartment (on 114s and 2-car 108s).
97	middle	A/E	Although the window has opaque glass, this is not the toilet side of the vehicle, this area houses the luggage rack on ER 108 trailers. There were 11 Class 161s built for Class 108s, making the Class 161 total 37. The alloy cars were built in two batches, 59380-5 weighed 22 tons and 59386-90 23 tons. The steel cars 59782-807 weighed 28 tons.
98	middle	A	The bolts under the centre cab window used to hold the bracket for the high intensity headlight for use in North Wales.
98	bottom	A	The black windscreen surrounds were also a Buxton trademark at this time.
99	top	E	52021 was a Class 107, but the picture has a Class 108 leading, identifiable by the low side windows. It is M52051.
99	bottom	A	Damage caused by loose air hose as details for p85 3rd.
Page	Picture	Type	Comments
100	3rd	U	53628 went to the East Anglian Railway Museum, then on loan to the Keith & Dufftown Railway.
101	middle	E	This was 1995 not 1985.
101	bottom	E	53971 was a DMBS not a DTCL. The vehicle in view is DTCL 54224.
102	notes	E	The overall width of the bodies was the normal 9ft 3in.
103	middle	E	The door shown was not central, but the one at the rearmost passenger vestibule, next to the van. Press releases from Wickham when the vehicles were new described the moquette as green in 2nd and blue in 1st. The DMCs had 50 2nd class seats.
106	notes	A/E/U	Not all were allocated to the NER, as the second batch went to the LMR. The surviving trailer moved to the East Lancs Railway and then to Wensleydale. The 3rd batch of TSLs (59808-17) were heavier at 24 ½ tons. There is no mention of the aluminium window frames (different from Class 104s) or the trailers which went to the ScR.
106	bottom	E	This picture is of a Class 104 TCL interior. Curtains were not fitted to Class 110s, as notable in the picture above. The picture clearly shows an unbraked composite vehicle, yet as stated in the notes Class 110 DMCs were non-smoking in 1st, and so would have non-smoking labels as in the picture above. The interior picture was published in the Railway Gazette of 14th June 1957, 4 years before the Class 110s were built.
107	middle	E	The cab roof is still in white, although very dirty! White is visible on the gutters and at the side of the headcode box.
108	2nd & 3rd	E	None of the cars pictured were M-prefixed in 1980, and 59711 and 51835 had never been so!
109	bottom	E	'MetroTrain' was a West Yorkshire PTE brand.
110	top	A	The first unit may well be ‘retaining a TSL’ but it’s pretty clearly a class 108, not the original!
111	notes	E	TBSL commonly refers to Trailer Brake Second, open seating with Lavatory. The buffet cars (59573-8) were branded 'TSLRB'.
112	top	E	It is a DMBS leading not a DMCL (unless it is a wrong line working).
116	left	A/E	51753 was a DMBS. Note the different sizes of lamp brackets compared with the right picture.
117	top	E	This is a Class 105 not a Class 112. Class 112s, being single engined only had one exhaust outlet, and they didn't have the filler recesses on the bodysides.
118	top	E	The 112/113s were delivered numerically DMBS/DMC from start to finish, 51756 was delivered with 51731, not 51780, and so was the first 113 delivered in 11/59 according to Railway Observer. Not photographed but mentioned in the caption, 51780 was indeed the last and delivered in July '60, but with 51755.
118	bottom	E	There may only have been 3 Class 112/3 cars scrapped at G. Cohens, but this is not one of them! It is very clearly a Class 129 (55998).
119	notes	A/E	50000/56000 are generally not regarded at being part of Class 114. The DMBSs were all delivered (bar 50000 and possibly 50049) with Leyland 680 150hp engines. 50000 kept its Rolls Royce engines until withdrawn.
121	top	E	The route indicator has not been plated over, nor have marker lights been fitted. The headcode glass remains, with white vinyl circles and a black vinyl background stuck to the inside. The original back lighting lighted the discs.
121	middle	E	It is DTCL 56007 that leads a Class 114 DMBS in the DMU line up.
122	middle	A	Originally two of the double seats (the centre row of three) were reversible.
125	middle	E	The 2nd vehicle is a former DTC, and so not 55931/53040.
125	bottom	E/A?	The closest (leading?) vehicle is not a driving trailer, but the second vehicle is.
127	notes	A/E/U	50049 was the first to use the 230hp Albion engine in 1957. TCs weighed 29 tons. There was little difference between 115 and 127 interiors, as the 127s had already made the jump away from the bus type seating, and the TSs even shared the same diagram number. At the time of publishing there were no preserved 115s at the Midland Railway Centre, Strathspey Railway or Mid-Norfolk Railway, but there was on the Colne Valley Railway. The NRM had no involvement with any Class 115 vehicles, but it did with 51562 which is a Class 108 (not 115) DMCL. The guards vans were smaller than the 116s etc. but there were two per unit (also applies to Class 127s). There is no mention that six sets operated for many years between Liverpool and Manchester, prior to reallocation to ME and TS.
127	2nd	E	The centre unit is arriving at Marylebone, the right hand unit is departing for Aylesbury and not as shown. (Signals for both trains can just be made out, and it’s very unlikely that the driver visible in the right-hand set would have propelled it from Aylesbury!).
130	top	E	Both toilets were accessible by 1st and 2nd class passengers.
130	3rd	E	Sandboxes are located between the axle boxes on the bogie (not between the bogies!).
131	top	A	The through roads at Gerrards Cross were clamped out of use by 12/1988, and judging by the appearance of them in this shot appear to be out of use already – however, it could simply be that all trains stopped at Gerrards.
131	bottom	A/E	Not a Class 108 TS. The 4-car is formed of two 115 DMBS / 108 DTCL 2-car sets. Fourteen Marylebone Class 115 DMBSs were gangwayed to run with twelve Class 108 DTCLs. The two car set is standing in the (down-side) head-shunt prior to double-shunting to the Up line. The DTCL’s were unpopular with Chiltern crews as the ride was rather lively! During times of shortages of Class 115’s in their twilight years, a three-car 108 (possibly DMCL, TSL, DMBS) and the odd 108 power trailer could substitute. A 47 with 8 Mk 1’s was also used as well as the odd 101 and 117 triple – all borrowed from the Western.
132	bottom	E	This is a 7-car formation, not 8. T403 was a 4-car, and T307 a 3-car 117.
133	centre	A	One issue with a 115 power car operating solo was the vacuum brake cylinders were smaller than those on the trailers, due to the larger dimensions of the final drive. The result was that there was less brake force for the weight of the car compared to most other DMU types. (Keith Grimes notes "On occasions when ME’s 115 four car sets strayed elsewhere (usually at week-ends), they would invariably come home with at least one “foreign” driver having booked the brakes for adjusting. In fact they were normally on spec – but they just lacked the sheer “stop on a sixpence” effect of the smaller engined cars, and the “foreign” drivers were just not used to them. Another effect of 115’s straying elsewhere could be damaged transmissions – the Albion 230 hp engine took a fair bit longer to run back towards idle from full-throttle than 150 hp engined cars. If multi’ed up with a 150hp set, and being driven from the 150 hp set, the engine tacho’s would show the engines on the 150 car. Thus foreign drivers would be belting through the gear-changes while the engines were still revving much higher than desired, which of course had dire effects on the 115’s drive trains.
133	centre	A	This logo is the "bear and ragged staff", the emblem of Warwickshire
134	top	E	The vehicle in NSE livery is a TCL.
135	notes	A/E	According to the BR Diagram book both DMBS and DMS weighed 36 tons. The TSs weighed 29 tons. The TCs were not fitted with toilets at any time. Just the addition of the gangway and the necessary through doors on internal partitions would reduce seating to 88 (20 1st + 68 2nd), and TSs reduced from 106 to 98. Plymouth and Cardiff Canton allocations had gangways fitted from the late '60s onwards, long before refurbishment. No mention made of the cars allocated to the ScR. The gangways on the ScR cars came from GWR design vans (Siphon G). The ER obtained some 116s from Scotland and gangwayed them for use on Essex branches.
136	bottom	E	There were eight further cars converted in total. The other four were DMBSs 53051 & 53072 as set TS100 (in 1986), and 53083 & 53820 as set L307 (in 1987).
137	top	E	529 described the set number applied to the three vehicles. Wherever possible, the set number matched the centre trailer e.g. 501 had M59001.
138	bottom	E	The trailer is a Class 117. The gangways were fitted in 1970/1.
139	2nd	E	Again, the Class 116 trailer should not have a toilet, and the cars were gangwayed long before refurbishment.
141	2nd	E	The TCL was a Class 127, possibly 59594. Not 1994, probably 1984. The train is ascending Hatton bank, not descending.
141	3rd	E	It is a DMS leading, not DMBS 53073. It is 53891.
142	top	E	The TCL was a Class 115.
144	notes	E	The HA Scot Rail 117s are not used on the Edinburgh - Glasgow route, but used to supplement the Edinburgh - Fife Circle services at peak times, plus the odd working to Perth.
144	top	E	The Class 117 does not have cream lining! This was an early Class 117 livery, as introduced on the first sets.
144	bottom	E	Typo - WS1352 should read W51352.
146	top	E	Incorrect numbers. B407 was formed of 51345, 59497 & 51387. The three vehicles mention formed B405, and later L412, while B407 became L410. Wrong date. The last trains on the branch ran on the 3rd.
146	bottom	E	At this date Class 126 and Class 127 were still in service.
147	2nd	E	The trailer was a Class 116, possibly 59359.
147	bottom	E	The destination blind has been removed not wound to blank as the two white lamps can be seen.
148	middle	E	The trailer was a Class 116.
150	top	E?	Were they burnished? Silver paint would be more likely.
152	top	E	This cannot be as early as 1985.
155	bottom	A	There's indications that some 118s were delivered without the marker lights so a combination of differences between the two types is needed to identify them.
156	top	E	Corridor connections were not fitted until 1969/70. Plymouth/Laira based 118s often ran without centre cars.
161	top	E	The best yet. A high density 119! It is a Class 116.
162	3rd	A	The Hawksworth's only passed into suburban units when the 119s were transferred away from the London area.
163	top	E	This is a Class 108. The cab lining on the 119s dropped only very slightly at the top corners but the bottom one lifted. On 108s, because of the lower bodyside windows, the top band dropped considerably and the bottom one stayed level, as in this picture. Not many Class 119s made it to Leeds at this period. Oval buffers are rare on a Class 108.
163	middle	A	Note the two different buffers.
164	top	E	The trailer car is a Class 120, identifiable by the fewer ventilators and their zigzag pattern. Could be W59282 which worked with W51052 and W51080 in set L571 and received the luggage stowage modifications along with its Class 119 brethren.
165	middle	E	It was a "C" that was painted out.
167	bottom	E	It was allocated to Heaton at this time, ex-CF. It was transferred to cover for stock shortages.
169	title	E	While the class were known to operate as 2-cars, there normal formation was 3-cars.
169	notes	E	DMBCL vehicles 50696-50744 weighed only 36 tons. The buffets were classified TSLRB, and weighed 30 tons 12cwt, and the TSLs 30tons 3cwt. When new, there was not 3 types of power cars. The DMBFs were a later ScR conversion. The 50xxx - 53xxx renumbering didn't start until early 1983.
170	top	E	The last batch with the headcode panels only had one marker light. This was a box fitted temporarily for testing, to a car which was built with 4 lights.
170	middle	E	There was only one marker light fitted to this batch. The trailer is a non-buffet vehicle (contemporary with the headcode-fitted power car) and thus cannot be W59262.
171	top	E	W59683 should read W59583 (it is a TSL not TBSL as there is no buffet). Motor Brake Second should read Motor Second in the bit about seating numbers.
172	top	E	At least the two outer lights should work, although at this time would not have red bulbs for tail purposes.
172	2nd	E	51793 was a Motor Second. There were no ScR blue/grey 120s until the following year, and 51793 was still plain blue in 6/78 and probably wasn't painted blue/grey till April 1979.
172	3rd	E	The centre car is a Class 116 not 118 as there is no toilet compartments and first class is in the middle on 116 trailers. New marker lights were not fitted, but translucent discs fitted to the new plating, and the original back lighting lit these.
172	bottom	E	Only the marker light on the right is a new one.
174	middle	E	There are only six passenger doors per side.
175	top	E	Not all the Class 120s were 1957 built. Some were as late as 1961.
175	bottom	E	Anachronistic reference to "standard" class.
176	2nd	A	Both Class 120 power cars are from the original ScR batch (the rear one is one of the DMBF conversions).
176	bottom	A/E	There was interest in preservation, but it was not successful. This is not 51249, which never had the top lamp, but probably 53146.
177	notes	E	Class 121 DMBS weighed 37 tons 8 cwt, Class 149 DTS weighed 29 tons 7 cwt.
178	top	A/E	The roof is in light grey, not off-white as the cab dome is. Note that unusually the trailer carries a BR emblem.
178	bottom	E	Wrong date - 1979 or before. By 1989 this vehicle was in Midline Livery and allocated to Tyseley, had lost its No. 2 end headcode box and was equipped with round buffer heads.
180	top	E	P125 was 55025 not 55020.
180	middle	E	Gangway fitting reduced TS seating to 89. None were done at this time, only two were converted around 1988.
182	top	A	Note the replacement Class 122 style roof dome fitted to this car.
185	notes	E	The Class 122 DMBS weighed 36 tons, and the Class 150 DTS weighed 27 tons after gangwayed.
185	bottom	A	W55006 was a Tyseley vehicle from new until 1976, Southall was allocated 55011-18. All 64' underframe vehicles with twin describer box below the centre window have this arrangement of the 'V' not meeting, (except Class 114 vehicles when the whiskers were applied retrospectively at the depots). All 57' underframe vehicles with twin describer box have the 'V' meeting (as on pages 93/94).
186	top	E	There are ten actual doors as the guards van has two.
187	top	E	These two vehicles are Pressed Steel vehicles (W56285 and W55020). The diagram book shows the addition of a gangway to a DTS reduced seating to 85 (although no vehicles from Class 150 were ever treated).
187	bottom	E	The vehicle in this picture has been structurally altered. It has centrally placed double doors replacing a window in the centre, and most of the door handles have been removed. It is unlikely to be 55009, which was never a ScR vehicle, and was not noted as being used for parcels as the others were. When this picture appeared in Colin Marsden's 1982 book "Motive Power Recognition: 3 DMUs" the vehicles identity is given as 55007. However this never received the structural alterations, only 55013/4/5 did.
188	top	A	Note also the GGPTE logo on the Class 122 and the "Buffet" lettering and tablet catcher on the Class 120.
188	2nd	E?	Was the roof was light grey?
188	3rd	A/E?	Was the exhaust not silver? The first passenger window at the far away end has been plated over.
190	top left	E	Bletchley's L119 55019 appeared in NSE livery.
190	middle	E	Only two were, 55000 & 55012.
191	notes	E	The TSLRB weighed 33 tons 5 cwt. Did Swindon Works hold the world record for DMU building or are these the delivery dates?
191	bottom	E	The 3-car is not an Inter-City, but a Cross-Country set (it has whiskers, which the 123s didn't)
192	2nd	E	52101 leading is a DMSL not DMBSL.
192	3rd	E	52096 leading is a DMSL not DMBSL.
192	bottom	E	As stated in the text, no Class 123s were refurbished, although the vehicles were spruced up for this reason. While at least one car did have proper marker lights fitted to a blanked over headcode panel, this one just has a translucent circle inserted and used the existing headcode lighting. W52091 was a DMBSL not a DMSL, and so the number of the closest vehicle is wrong.
193	bottom	E	Another anachronistic reference to "standard" class.
194	middle	E	52015 was a Class 107. E52105 perhaps?
195	notes	A/E	Reference to a "powered trailer"! No mention is made of the similarity to contemporary AM3 (later Class 303) EMU cabs, with the same designer, although in steel rather than GRP.
196	middle	E	Another reference to powered trailers!
197	middle	E	A photograph of the ticket for the tour on the Six Bells Junction website shows that it originated in Leeds (City).
197	bottom	A	An early interpretation of blue/grey, with yellow cab doors. Several other classes also carried this rare livery.
198	3rd	A	A very interesting picture, as although both Classes were blue square, the Met Camms had the bellows gangway and the 124s Pullman gangways.
198	top	A	Note the unusual headlamp fitted to this car, as fitted to Class 87s / early 56s.
200	bottom	A/E	The 1st, 4th &5th vehicles are powered, the rear two vehicles being a Class 114 set.
Page	Picture	Type	Comments
202	bottom	E?	Typo - Hertford North?
203	middle	A	The use of a telephoto lens here helps demonstrate how bad sagging on long wheelbase vehicles could be, particularly on the 3rd vehicle.
205	notes	A/E	Although both batches of Class 126 were white circle, the two were not originally compatible. The 1956 batch had 'A' type controls, and it's white circle system was basically yellow diamond (as the Derby/Met Camm Lightweights) with no through air pipe. The 1959 batch had the now standard 'L' type controls, and its white circle system was basically blue square with no through air pipe. Some rewiring had to be done to allow the cars to work together. It is suspected that buckeye couplings and Pullman gangways had as much influence in the choice of a different coupling code for this Class. Not all trailers were declassified to TSLs, the buffets being withdrawn many years earlier. This batch worked Glasgow to Ayr & Stranraer services from new, allocated to Ayr. Unusually, the TCKs and TFs were both given the same class - 189, while TFs that survived from the 1st batch were given their own class - 188. There is no mention of the Ayrshire units having the guard's van at the inner end, unlike most E&G cars. The underframe layout differed considerably between the two batches, and the Ayrshires had jumpers on the full-cab ends etc.
206	1st & 2nd	E	More anachronistic references to "standard" class.
207	top	E	The last of the Class was not withdrawn until 1983.
207	middle	E	The DMBS in set 415 would be Sc51045.
209	top	E	This train is Glasgow bound.
209	2nd	E	Yet another anachronistic reference to "standard" class!
210	notes	A/E	The 3 types of vehicles were slightly different lengths. The Class 127s were built with the blue square multiple control, and therefore were compatible with most other new DMUs. When coupled to gearbox cars, drivers had to adapt their driving technique when driving from the hydraulic cars. Driver error with this led to many incidents, and after a bad fire in 1968 it was decided to rename the Class 127 code to Red Triangle. There was no rewiring done, and they would have been in no way compatible with the early Red Triangle units, withdrawn a few years previously. The lack of 1st Class accommodation was unlikely to have anything to do with the lack of toilets in other vehicles, as the 1st Class would be in the vehicle with the toilets as on other similar sets. A power car is also preserved on the Llangollen Railway, running with a Class 105 DTC. The guards vans were smaller than the 116s etc. but there were two per unit (also applies to Class 115s).
210	bottom	A/E?	Common thoughts are that M51593 would be in the set delivered with M51594. Location is Rudyard Lake on the Churnet Valley Line.
211	top	E	The blue square code would be correct for a Class 127 at this time (this is also evident in the previous picture). However, this is a Class 115 which also worked these service in the early days - the cab handrails and the lack of the distinct large fuel tank behind the leading bogie (see other images) - differentiate them.
211	2nd	E	M51630 is a DMBS not a composite.
211	last	E	The 3rd vehicle has a light grey roof.
212	top	A	The DMBS were built with 78 seats, a swing door allowing access between saloons later fitted reduced this to 76.
213	top	E	For many years the 127s were required to carry tail lamps, as did many DMUs which had lamps fitted. This was apparently due to a union disagreement over the use of the red lamps.
214	2nd	E	The parcel twins were only ever BR blue, no other shade of blue was used.
215	notes	E	The cab driving windows were also to the side on the WR vehicles, the centre window being separated from the cab by a bulkhead. Not all Swindon Inter-City units with side driving cabs had Leyland Albion engines!
215	bottom	E	The first van is not a standard GUV but a bogie van of GWR design, possibly a BG (note the curved roof end).
218	top	A	55994 was allocated to TS at the time of the picture (TS004 set number board in the window).
218	middle	E	Presumably should read 1988 instead of 1998.
220	notes	E	Each side had two single slam doors for the cabs, two similar doors paired with windowless doors in the parcels area while at the guards van end there was an inward-opening door beside the third windowless door.
220	bottom	E	This does not seem to be M55998. One end of a vehicle has dimension data on the left side of the cab front, so this image shows the non-data end. Note that the whiskers cut through the bottom corners of the route indicator. Compare with the middle image on the next page showing the same end of 55998 at Wolverhampton High Level, and these whiskers do not. This image appeared in the Summer 1961 ABC, and so was taken no later than early 1961, it is exremely unlikely the whiskers would have been repainted so soon.
221	top	E	The oil lamp was carried as the fitted lights were all white.
221	middle	A/E?	Would the jumper receptacles be white? This was the usual colour, and would be to try and avoid jumpers being "crossed" when fitting.
221	bottom	A	The receptacle colour change in the above picture obviously didn't work, so one jumper was permanently fitted on each corner, with a dummy socket. This meant that they could not be multied wrongly.
223	bottom	E	In this photo only one B4 bogie was fitted, the far end retained the original. In later days it would receive a second one.
259	Bottom	E	Does this unit not have its stepboards already fitted?
260	middle	E	These locos were not two-tone green.
267	notes	E	Confusion reigns regarding the power equipment of the vehicles adjacent to the driving motor brakes!

Dawn of the Diesels - John Spencer Gilks

Information courtesy of Dean Forest DMU Group and Leonard Rogers.

Title page	Not a Class 118 but a Class 117 (no marker lights)
Page 2	Not a Class 108 but a Class 114
Page 19	Not a Class 114 but a Class 108
Page 25	The likelihood is that, despite the absence of marker lights on the leading car, these are brand-new cl.118's, put into service on this route the previous month. The few 117's then in service were all at Reading.
Page 26	Not a Class 117 but a Class 116 (both pictures)
Page 27 top	Not a Class 117 but a Class 118
Page 33	Not a Class 119 but a Class 116 (no lining)
Page 41	Not a Class 116 but a  Class 125 (orange star coupling code)
Page 42 top, also 45 top and 48 top	Strictly, although class numbers didn't exist at the time, this is a class 30, since it has its original Mirrlees engine. (They all did at this time and what later became cl.31 didn't exist!)
Page 49	Not a Class 110 but a Class 108
Page 52 bottom	Not a Class 108 but a Class 114
Page 54 bottom	Not a Class 110 but a Class 104 4-car leading, then three Met-Camm vehicles, the final one unidentified
Page 58 top	Not a Class 114 but a Class 108 (3-car ER-large buffers odd)
Page 59	Not a Class 110 but a Class 104 (leading) / Met Camm hybrid
Page 60	This would have became a Class 102 (brake pipes/livery variation)
Page 63	Not a Class 114 but a Class 108
Page 66 top	Not a Class 120 but a Class 126
Page 68 top	Not a Class 120 but a Class 126
Page 73 bottom	Not a Class 27 but a Class 26, probably D5305 rather than D5385
Page 78	Not a Class 25 but a Class 24 (no air horns on roof box plus valence below cab)
Page 80	Not a Class 25 but a Class 24

Dawn of the Diesels (the Second Volume) - John Spencer Gilks

Information courtesy of Dean Forest DMU Group and Leonard Rogers.

Page No.	Comments
10	Not a Class 101 but a Met-Camm Lightweight
13 top	Not a Class 114 but a Class 108
25 bottom, also 44 bottom, 74	Strictly, although class numbers didn't exist at the time, this is a class 30, since it has its original Mirrlees engine. (They all did at this time and what later became cl.31 didn't exist!)
27 top	This loco. has been re-engined and is from what later became cl.31!
27 bottom	The loco. is D9004 "Queen's Own Highlander".
28 bottom	Not 2x Class 25s but 2x Class 24s. (Top photo is a Class 25, these two batches look the same but weren't)
38	Not a Class 121 but a Class 122
39	Not a Class 121 but a Class 122
48	Not a Class 108 but a Class 114
50 top	Not a Class 114 but a Class 108
53 bottom	Not a Class 101 but a Class 102
54	Note Class 100 on left
61	Not a Class 101 but a Class 102, This may possibly be the same cl.102 as shown in Part One, p.60.
62 bottom	Not a Class 101 but a Class 111
63	Not a Class 114 but a Class 108 (Eastern Region 3-car set)
75 top	The re-engining programme had been underway for about five months, with about 20 locos. converted, and this could be one of them.
78 top	Not a Class 114 but a Class 108 (Eastern Region 3-car set)
83 bottom	A Class 108 (Eastern Region 3-car set)
91	A Class 100 leading a Class 103
94	Not a Class 120 but a Class 126

First Generation DMUs - Kevin Robertson

Notes from Robert Carroll, Paul & Christopher Moxon and Richard Thornton

* Note that some of these were ammended for the 2nd edition.

Page 3: Class 120 mis-described as Class 126.
Page 15: Derby Lightweight DMC M79190 described as a DMB.
Page 25: Gloucester Cross-country Class 119 described as a Western Region Derby 3-car set.
Page 28 - left hand photo - it isn't the drivers compartment of a 114 - but a 110. Perhaps this print should have appeared on page 55 bottom right, as the RR logo is more visible on page 28 than the caption informs us on page 55
Page 36 - the 127s were 2nd class only, and as built 352 passenger seats
Page 38: First series Swindon Inter-City unit misdescribed as a Class 120 Cross-country.
Page 51: Top - not all 2nd class seating was open, there were some TCKs built. Laterly, the TFKs were downgraded, first to TCKs then TSKs. The '1' on only the nearest door suggests that by this stage 59399 had been downgraded to a TCK.
Page 52: The view of the saloon of the Class 104 (centre picture) is described as a DMBS - but there is a third saloon visible, so it must be a DMCL. The floor hatches also confirm it's a DMC rather than a DTC. It's actually Derby Work picture 57/612, part of a series of pictures 57/608-57/619 all of the 3-car set pictured on the top of page 52, which makes the DMC 50427. The centre car is 59135. A further note is that the rear saloon is not non-smoking.
Page 74:The upper picture is of 56150, and not 56160 (56150 had different lamp brackets). The caption also states that the bodies had a riveted body. They were an all welded steel constructed, other than the aluminium roof panels, which were riveted.

First Generation DMUs in Colour for the Modeller and Historian - Stuart Mackay

Notes from Simon Harding, John Miller, Leonard Rogers and Eddie Knorn.

* Note that some of these amendments were been incorporated into the second edition

Page 32: The caption for the bottom picture states that some 105 sets were sent to the North West to replace the Derby Lightweights. It was Class 108s that did this, moving from the Manchester / Liverpool areas.

Page 38: Top: The Ian Allan abc library shows 101 366 had a very variable formation and the photograph appears to show a further change. The 1984 edition shows 51534 59215 51806, 1985 edition 53577 59215 52012, 1986 edition 51534 59215 51528. As the unit number stayed with the brake vehicle (which was a Class 104 TBSL), "101 366" would appear on a variety of driving motor vehicles. As the photo dates from 1984 the closest match will be in the 1985 abc, with the Class 107 car in the foreground with the unit number is likely to be 52012 with a temporary substitute for the unit's only real Class 101 car 53577 on the other end.

Page 54: The bottom picture mentions "53019 worked its final weeks in service coupled to Class 105 DTCL No 54484." It should read Class 108 DTCL No 54484.

Page 59: There is no Morris Oxford in the bottom picture, however there are three BMC 1100s which is a generic term for cars which could be Austin, Morris or any of four other more upmarket brands (MG, Riley, Vanden Plas, Wolseley). The BMC 1100 Mk II and similar-looking BMC 1300 ranges were launched in October 1967. From left to right the cars (all British if you count the Ford) are: Morris Minor 1000, BMC 1100 Mk I, Austin A60 Cambridge, Morris 1100 Mk I (definitely a Morris from the bonnet badge), BMC 1100 Mk I (Austin or Morris), Ford Anglia (probably a 105E, introduced 1959). The articulated vehicle between the cars and the Scammell Scarab is a Scammell Townsman. This has a frighteningly-styled fibreglass cab in contrast to the Scarab's steel construction.

Page 60: The centre picture was taken at Welwyn Garden City station, meaning it would be a Finsbury Park allocated set, running out of Kings Cross (or possibly Moorgate or Broad St). The seems a little early. Although the juice was not on until late '76, the wires were up through Welwyn some time before, but unlikey at July 1974. Also, plating over of the headcode and omission of the blue squares surely started happening a bit later, it was more like to be taken in 1976 or later?

Page 70: It would be hard to fit 150 engines to a power car, it should say 'powered by 150hp AEC engines'.

Page 72: The bottom picture is annotated with the comment that the 120s were displaced from the Central Wales line by 101s in 1984. Eddie Knorn believes this was actually in 1982. In Sept 1982, he had a trip to the Cambrian Coast area and stumbled across one set with headlights operating on a CH depot duty. Also, on a trip to the Llandovery area in April 1983 he had a trip to Shrewsbury, and he remembers it as being on a 101 out and back.

First Generation DMUs in East Anglia - John Brodribb

A few notes (additional information and corrections) courtesy of Kevin Dowd.

Page 10: bottom - vehicles 56172 / 50417
Page 11: top - a Class 125 (and not 51082)
Page 19: top - a Class 100 DTC, not Wickham with a Cravens
Page 20: top - a Class 100/105 hybrid?
Page 33: bottom - a Class 101/105 hybrid
Page 34: middle - A GRCW Class 100
Page 42: middle - not a Class 101 but the earlier Met-Camm Lightweight
Page 60: bottom - this is the cab of a Cravens unit
Page 71: middle - a Met-Camm Lightweight
Page 72: top - a Met-Camm Lightweight
Page 76: top - a Derby Lightweight
Page 78: bottom - not the original green livery but a later revised version with the lining matching other builds, and crest rather than lion over wheel.

The Heyday of the DMU - Alan C. Butcher

Notes from Robert Carroll, Chris Bull, John Miller and Simon Harding.

Page 9 - this is 79970. It was the only Park Royal on ScR at that time with rectangular fuel tanks, 79972-4 having cylindrical tanks.
Page 28 - a 4 car set described as Class 104, in spite of 3 out of 4 vehicles being Met-Cam!
Page 31 - this a not quite just a Class 105 - it is a 105/101 hybrid
Page 34 - 59063 is clearly 56093
Page 37 - a Derby Class 116 erroneously described as a Gloucester Class 119 (well the ends are the same!)
Page 54 - this is a Class 114 not a 108
Page 55 - a Derby 108/Met Cam hybrid described as a Class 114
Page 78 - a blue 4 car Met Cam unit in the Newcastle area described as being near Chinley North Junction on the 18.07 New Mills-Sheffield service, and being described as 'refurbished' as well.